Railway-switch.



N0. 747,202. PATENTED DEC. 15, 1903. 4 D. MILLER.

RAILWAY S WITGH.

APPL IOATION FILED APR. 29, 1903. N0 MODEL.

2 SHEETS-SHEET IL.

WITNESSES: 4907/ INVENTOI? I wgl flu ATTORNEYS.

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PATBNTED DEC. 15, 1903.

D. MILLER. RAILWAY SWITCH.

APPLIOATION FILED APR. 29, 19 02.

2 SHEETS-SHEET 2.

no MODEL.

WITNESSES: QM M //v VENTOH AWORNEYL UNITE rates Patented December 15,.1903.

DORR MILLER, OF FORT WAYNE, INDIANA, ASSIGNOR OF ELEVEN TWENTY- FOURTHSTO ARTHUR D. ROGERS, GEORGE W. HARROD, AND MILLIE DRAKE, OF FORT WAYNE,INDIANA.

RAlLWAY SWlTCl-l.

SPECIFICATION formingpart of Letters Patent No. 747,202, dated December15, 1903.

Application filed April 29, 1903- Serial No. 154N737. (No model.)

To all whom it may concern:

Be it known that I, DORE. MILLER, a citizen of the United States,residing at Fort Wayne, in the county of Allen, in the State of Indiana,

have invented certain new. and useful Improvements in Railway-Switches;and I do hereby declare that the following is a full, clear, and exactdescription of the invention, which will enable others skilled in theart to which it appertains to make and use the same, reference being hadto the accompanying drawings, which form part of this specification.

My invention relates to improvements in railway-switches.

The principal object of my present invention is to provide an improvedrailway-switch having no lateral shifting-rail and so constructed andarranged that it cannotbecome 2o clogged by ice or snow in use andadapted to permit a railway-train to pass through it however it may setwithout injuring or deranging the same.

My invention consists of a pair of verticallyadjustable switch-pointblocks whose inner ends are arranged in cooperative relation with theadjacent ends of the fixed point-rails, means for firmly supportingthese blocks in use, and means for operating the said blocks 0 and thesupports therefor.

The principal novel features of my invention are the means for avoidingthe use of shifting switch-rails and for permitting a train to passthrough the switch when open 5 without damaging the same and the meansfor actuating the movable parts of the switch.

Referring now to the accompanying drawings, in which similarreference-numerals indicate like parts throughout the several views,

Figure l is a plan view of my invention, showing the relativearrangement of the operative parts, the switch-target being omitted.Fig. .2 is a cross-section of Fig. 1, taken on the broken line a; 00,showing the arrangement of 5 the operating-levers. Fig. 3 isapersp'ective view of one of the duplicate sides of the switch with theoperating -levers broken away in part. Fig. 4 is a detail of aportion ofone of the main-track rails, showing the means for preventingdisplacement of the vertically-adj ustable switch-rail when in use.detail side View of the rail-chair. perspective detail of therail-chair.

Similar reference numerals indicate like parts throughout the several,views of the drawings, in which-- 1 and 2 represent the fixed main-railsof a proper railway, and 3 and 4 are the side-track rails, which arealso firmly fixed to proper cross-ties 5 in the usual manner. The point-6o rails 1 and 4 are rigidly fixed instead of being laterallyadjust-able, as in the usual construction.

The switch-point blocks 6 and 7, identical in construction andarrangement, have one 6 end snugly but loosely fitted between the saidpoint-rails 1 and 4, and their companion rails 3 and 2 respectivelyextend a proper distance beyond the adjacent ends of the said pointrails and are adapted for a vertical 7o adjustment in the mannerhereinafter de scribed. These switch point blocks have their upperportion so cut away, Fig. 3, as to form a longitudinally-tapering tread8 of suitable vertical thickness to accommodate the flange of thecar-wheels and have their inner face 9 at all times in perfectlongitudinal alinement with the inner face of the adjacent point-rails.

The tread of the switch-blocks (land 7 is provided with a longitudinalgroove 10, extending from its widest end nearly to the tapering face 8thereof for the purpose hereinafter described. This groove 10 is thewidest and deepest at its outer end and gradually disappears as itapproaches the face 9, as shown in Fig. 3.

When either of the blocks 6 or 7 receive the weight of a passing train,it is rigidly supported by the corresponding plates ll and 12,respectively. These plates 11 and 12 of proper proportions andpreferably of metal are adapted for a lateral shifting movement oradjustment to a position beneath the said blocks when they are elevatedor to a position 5 of withdrawal frombeneath the same, as hereinafterdescribed. One end of these plates has upon its inner edge a lateralextension 13, Fig. 1, adapted to firmly support the tapered portion ofthe point-rails 1 and 4.- when the Fig. 5 is a Fig. 6 is a said platesare respectively withdrawn laterally from beneath the said switch pointblocks.

To the inner faces of the track-rails 2 and 3 are rigidly secured bybolts or other proper manner a short plate 14, Figs. 4 and 5, havingupon the outer face of one end thereof an upright lug 15, adapted toloosely but snugly engage a corresponding recess in the switchpointblocks 6 and 7, whereby the'said blocks are adapted for alimitedvertical adjustment, but are thus secured against any'longitudinaldisplacement in ordinary use.

A transverse brace 16 has one end secured to the inner face of themain-track rails l and 2 and its other end secured to the adjacent faceof the point-rails 3 and 4, respectively, thereby rigidly securing thesame against lateral displacement.

A series of plates 17, Fig. 1, are rigidly secured to the ties 5. Onthese plates the plates 11 and 12 rest.

To the outer face of the rails 2 and 3 are rigidly secured the outerends of plates 18, Fig. 6, having a dovetailed slot 19, in which thebase of the rail is arranged and has its outer enlarged end providedwith a lateral apertured wing 20, which is rigidly bolted to theadjacent rail and to the plate 14. This outer enlarged end of the plate18 has a proper journal-box 21. The inner extended end of the plate 18has a longitudinal slot 22 and terminal vertical opening 23 for a pin24, on which the opposite ends of the stay-rods 25 are pivotallymounted.

In the journal-bearings 21 are rotatably mounted the opposite ends ofthe rods 26, to whose extremities are rigidly fixed a short lever-arm2'7, whose outer end is pivoted on a stud 28, Fig. 3, on the oppositeends of the switch-point blocks 6 and 7, and by means of which theseblocks are raised and lowered in the manner about to be describei.

The rods 26 are provided at or near the middle of their length with apendent fixed arm 29, whose outer ends are pivotally connected to theoperating-lever 30, Fig. 1, which in turn has a slidable connection withthe cam-plate 31, which is slidably mounted in the case or closedswitch-stand base 32. This plate 31 has a lateral stud 33 on its inneredge, to which one end of the lever 34 is pivotally secured, and isprovided with the bayonet-slots 35 and 36, in the latter of which theupturned end of the rod 30 is loosely mounted.

To the lower face of the plate 11 and at or near the middle of itslength is fixed one end of the lever 37, whose other upturned end isloosely mounted in the slot 35. To the lower face of the plate 12, nearthe middle of its length, is fixed the inner end of the lever 38, whoseouter upturned end is loosely mounted in the slot 35.

In suitable bearings on the case 32 is revolubly mounted the crank-shaft39, carrying upon its inner end the crank-arm 40, which is pivotally,connected to the lever 34, and

having fixed upon its other end a proper switch-lever 41.

To the bottom of the plates 11 and 12, near their ends, are fixed thependent guide-pins 42, arranged in the slots 22, and thereby prevent anylongitudinal displacement of the plates 11 and 12.

The operation of my improved switch thus described is obvious and,briefly stated, is as follows: Assuming the switch to be closed, or inposition for the main track, as shown in Fig. 1, and the operatordesires to open the switch for the side track, he throws theswitch-lever 41 in the direction of the arrow in Fig. 1, sliding thecam-plate 31 in the same direction, thereby withdrawing the plate 11from beneath the switch-point block 6 as the forward end of the slot 35approaches the upturned end of the lever-rod 37. As the movement of thecam-plate is continued the rod 30 will next be actuated by the inclinedportion of the slot 36, thereby forcing the switchblock 6 down to itslowest limit of movement, and firmly supported upon the plates and by asimultaneous movement the switch-block 7 is elevated to the uppermostlimit of its movement, the adjustmentof the switch-blocks being effectedthroughthe arms 29 and 27 on the rods 26, as above described. The arms27 are arranged loosely in suitable lateral slots in the web of theadjacent rails 2 and 3, respectively. The continued movement of theplate 31 will next actuate the rod 38 by engagement with the inclinedportion of the slot 35, thereby drawing the plate 12 beneath theelevated switch-block 7 in position to firmly support the same. Theswitch is now open, or in position for the side track. Obviously toclose the switch the operator replaces the switch-lever in the positionshown in Fig. 1, thereby withdrawing the plate 12 from beneathswitch-point 7 by the return to its normal position of the cam-plate 31,and by the same means the rod 25 is actuated, thereby simultaneouslyelevating the switchpoint 11 and depressing the switch-point 7.

The longitudinal groove 10 in the upper face of the switch-blocks 6 and7 receives the wheel-flange when the train enters the switch from onedirection when the switch is misplaced and guides the wheels to the edgeof the tapering face 8 of the thread 13, after which it will drop downinto position without injury to the switch and without danger ofderailment.

It is obvious that since the vertically-adjustable switch-blocks 6 and7, as well as the supporting-plates 11 and 12, are snugly fitting theoperation of my improved switch is not subject to interference by iceand snow.

Having thus described my invention and the manner of operating the same,what I desire to secure by Letters Patent is 1. A railway-switchconsisting of two fixed point-rails; two fixed lead-rails; twovertically-adj ustable switch-point blocks arranged adjacent to and as acontinuation of the point- IIO rails; a pair of laterallyadjustableplates adapted to support the said blocks; means for simultaneouslyactuating the said blocks; and means for successively actuating the saidplates.

2. In a railway-switch the combination of two fixed point-rails; a pairof vertically-adjustable switch-point blocks arranged in cooperativerelation with the fixed point-rails; a pair of laterally-adjustableplates adapted to alternately support the said blocks one at a time;means for simultaneously operating the switch-point blocks; and meansfor actuating the said plates one at a time, all substantially asdescribed.

3. The combination of a fixed main rail; a fixed siding-rail; a pair offixed point-rails arranged between the said main and siding rails; apair of vertically-adjustable switchpoint blocks grooved upon theirtread-face, and arranged in cooperative relation with the saidpoint-rails; a pair of laterally-adjustable plates adapted toalternately support the switch-point blocks, one at a time; and meansfor successively operating the said plates as described.

4:. The combination in a railway-switch of a pair of main rails; a pairof fixed pointrails; a pair of vertically-adjustable switchpoint blocksprovided upon their tread-face with a longitudinal groove, and arrangedin cooperative relation with the main rails and the point-rails; a pairof laterally-adjustable plates adapted to alternately support the saidblocks; means for-simultaneously operating the switch-point block; andmeans for operating the said plates all substantially as described.

Signed by me this 21st day of April, A. D. 1903, at Fort Wayne, Allencounty, State of Indiana.

DORE MILLER.

Witnesses:

ALICE KEARNS, AUGUSTA VIBERG.

